Marine drive and reverse gear



May 26, 1942. E. v. RIPPINGILLE M AR INE DRIVE AND REVERSE GEAR Filed Feb. 6, 1939' -5 Sheets-Sheet 1 away? lnvegtor Illa w attorney May 26, 1942. E. v. RIPPINGlLLE 9 MARINE DRIVEYAND REVERSE GEAR Filed Feb. 6, 1939 5 Sheets-Sheet 2 fimaentor (Ittomegs May 26, 1942. E. v. RIPPINGILLE I MARINE DRIVE AND REVERSE GE AR .5 Sheets-Sheet 3 Filed Feb. 6', 1939 3;;ntor II I 6 By 1 m (Ittornegs May 26, 1942. E. v. RIPPINGILLE MARINE. DRIVE AND REVERSE GEAR Filed Feb. 6, 1939 5 Sheets-Sheet 4 v 6314mm 2f f4,

Cittornegs y 1942- E. v. RIPPINGILLE 2,284,589

MARINE DRIVE AND REVERSE GEAR Filed Fek 6, 1939 5 Sheets-Sheet 5 lhwentor v q u attorneys Fig. 2, on line 3-3 of Fig. 2.

Patented May 26, 1942 mama DRIVE AND REVERSE GEAR Edward V. Rippingille, Detroit, Mich., ass'ignor to General Motors Corporation, Detroit, Mich.,

a corporation of Delaware Application February 6, 1939, Serial No. 354,893 5 Claims. (01. 115-34) ting the drive from one or the other of the driven bevel wheels, to a propeller shaft.

' Another object of the invention is a combined shifting mechanism for the forward and reverse drive clutches, which will be without influence on the reverse drive clutches when the forward drive cltuches are being engaged or disengaged, and vice versa.

-A further object of the invention is a shifting mechanism which first fully engages the synchro- Fig. 6 is a part sectional view of a part, on line 6-6 of Fig. 1.

Fig. 7 is a part broken away view, on line 1-1 of Fig. 6. I

Figs. 8 to 10 are enlarged, somewhat diagrammatic views, showing various positions of the reverse synchronizing and dog clutches, respectively.

Figs. 11, 12 and 13, show diagrammatically, the relative position in neutral, of cams shown in Figs. 2 and 3, 1 which automatically control the circuits of the electric. motor control means for the clutches.

Figs. 14, 15 and 16 are schematic'diagrams of the motor control circuit, in neutral, forward,"

' and reverse positions, respectively.

As shown most clearly in Fig. l, the engine crankshaft I is vertically disposed and supported nizing clutch to bring the driving shaft to the speed of the propeller shaft, and then slightly releases the synchronizing clutch to allow creeping of the dog clutch members relatively to each .other,. to facilitate engagement thereof.

A still further object" of the invention is an electricg servo-motor control means for the clutches, whereby the various changes between neutral, -forword, and reverse drive-may be effected by the movement of a simple threeway switch.

The above and other objects of the invention will be apparent as the description proceeds.

The. drawings show the drive from the vertically disposed crankshaft of an internal combustion engine, to a propeller shaft disposed per pendicularly thereto.

In the drawings:

Fig. 1 is a vertical sectional of the propeller shaft.

Fig. 1a shows a" propeller mounted on an extension of the propeller shaft.

view longitudinally Fig. 2 is a partly broken away sectional view ical part of the electric control and driving-'2' means for shifting the clutches.

Fig. 3 is a part sectional view of a part of Fig. 4 is a part sectional view on line 4-4 of Fig. 2.

vinbearings such as 2, in the engine frame 3.

' Mounted on the lower end of the crankshaft l, is a flywheel 4, and a bevel wheel 5 which is shrouded by the flywheel.

Below the crankshaft l, is a tubular propeller shaft 6, with its'axis atright angles to the axis an extension l2 thereof on which is mounted a propeller l2".

' Sleeved over the propeller shaft, are a pair of tubular members It and I5. Secured to the member it, are a cone clutch member It, a bevelwheel 11, and a dog clutch member l8. A cone clutch member 20, a bevel wheel 2|, and a dog clutch member 22, are similarly secured to the member I5. I

The bevel wheels I1 and 2|, are in mesh with the bevel wheel 5 at diametrically opposite points thereof, and hence are driven in opposite directions thereby.

Coacting with the cone clutch members I6 and 2 and the dog clutch members Hand 22 respectively, of the bevel wheels I! and 2|, are cone clutch'members 24 and 25, and dog clutch members 26 and 21 respectively. The dog. clutch members 26 and 21 are splined to the propeller shaft 6, and the cone clutch members 24 and 25 are splined respectively to the dog clutch members 26 and 21.

A bearing 30 surrounds the two sleeves and I5, and through them, supports the propeller shaft 6 intermediately of its bearings 8 and 9.

The cone clutches I8, 24, and 20, 25, are friction clutches for synchronizing the speeds of the shaft 6 and the bevel wheels I 'I and 2 I, to facilitate the engagement of the positive dog clutches I8, 26, and .22, 21, respectively,

Accordingly as one or the other of the bevel wheels 2| and I1 is in clutch engagement with the shaft 6, the latter turns in one direction orv the other. It will be assumed hereafter that the bevel wheel 2| turns the shaft 6 in a forward direction, and the bevel wheel I! turns it in a reverse direction.

The direction of rotation of the engine crankshaft and the helical hand of the propeller, are such that the thrust axially of the shaft 6 between the bevel wheel and either of the bevel wheels I1 and 2|, is in each instance in an opposite direction to the thrust of-the propeller in either a forward or reverse direction, thereby very materially reducing the need for other means of taking these thrusts.

Thus, assuming clockwise rotation of the crankshaft l (as seen from above in Fig. 1), a propeller with a left hand helix as shown in Figure la, connected to the coupling flange I2, will give a thrust to the left when driven through the bevel wheel 2|, and a thrust to the right when driven through the bevel wheel I1; a propeller with a right hand helix will give a thrust to the right when driven through the bevel wheel 2| and a thrust to the left when driven through the bevel wheel I1.

With clockwise rotation of the crankshaft I', the thrust in either direction of a propeller with a left hand'helix will be balanced to a considerable extent by the thrust between the bevel wheels I! or 2|, and 5, of its driving means; a propeller with a right hand helix would require anti-clockwise rotation cf the crankshaft I (as seen from above) for this condition to be satisfied.

As best shown in Figs. 2, 4 and 5, movement of the synchronizing clutch member 25 and the dog clutch member 21, to effect engagement and disengagement of the forward drive clutches, is effected by levers such as 30 and 3| respectively. The levers 30 and 3| are fulcrumed intermediately of their ends, ona pin 33, in a bracket 35 which is pivotable about a pin 31 in a bracket 38, of the engine frame.

One end of the lever 30, has pivotally connected thereto, a shoe 40 embracing a flange 42 on the boss of the synchronizing clutch member 25. The other end of the lever 30 is provided with a roller follower 44 for a cam 45 on a tubular shaft 46 extending transversely of the shaft 6, and supported in suitable bearings 48 and 49 respectively, in the bracket 38 and'a similar bracket 5| spaced fromthe bracket 38, on the engine frame. The lever 30 is yieldingly held with its roller 44 against the cam 45, by a torsion coil spring 52.

One end of the lever 3| has pivotally connected thereto a shoe 54 engaging an annular groove 56 in the outer circumference of the dog clutch 21. The other end of the lever 3| is in the form of a sector 51 having a number of teeth 58 adapted to be engaged by the teeth of a gear segment 62 on the shaft 46, and capable only of moving the sector 51 through a part of a revolution in either direction. A spring loaded detent 63 is mounted in the bracket 38 on the engine frame, and tends to hold the lever 3| and with it the dog clutch 21 in a disengaged or in engaged position, accordingly as it engages one or the other of two depressions 65 and 66, spaced from each other on the periphery of the sector 51.

Movement of the synchronizing clutch member 24 and 'the dog clutch member 26, to effect engagement and disengagement of the reverse clutches,- is effected by levers such as and ll and associated parts,which are similar if not identical with the levers such as 30 and 3| and their associated parts thus far described. The levers I0 and 1| are fulcrumed intermediately of their ends, on a pin 13 in a bracket 15,, which is pivotable about a pin 11 in a bracket 18 of the engine frame.

One end of the lever 10 has pivotally connected thereto a shoe 80, embracing a flange 82 on the boss of the synchronizingclutch member 24. The other end of the lever 10 is provided with a roller follower 84, for a cam 85 on a tubular shaft 86 extending transversely of the shaft 6, and supported in suitable bearings (not shown), similar to those for the shaft 46.

The lever 10 is yieldingly held with its roller 84 against the-cam 85, by a torsion coil spring 92.

One end of the lever 1| has pivotally connected thereto a shoe 94 engaging an annular groove 96 in the outer circumference of the dog clutch 26. The other end of the lever 1| is in the form of a sector 91 having a number of teeth 98 adapted to be engaged by the teeth of a gear segment I02 on the shaft 86, and capable only of moving the sector 91 through a part of a revolution in either direction. A spring loaded detent I03 is mounted in the, bracket 18 on the engine frame and tends to hold the lever II and with it the dog clutch 26 in a disengaged or an engaged position accordingly as it engages one or the other of two depressions I05 and I06, spaced from each other on the periphery of the sector 91.

In order to obviate any cocking of the clutch members consequent upon the application of a clutch engaging force at only one point at the periphery of the clutch members, each of the tubular cross shafts 46 and 66 may be provided with a cam and gear sector such as H5 and I32 (as shown in Fig. 2) duplicating on the opposite side of the propeller shaft 6, the cam 45 and gear sector 62, and the cam 85 and gear sector I02 on the shafts 46 and 86 respectively, for actuating levers and associated parts (not shown), similar to the levers 30, 3| and 10. 1|,

and which are moved of course, identically with their respective counterparts.

The shafts 46 and 86 of the forward and reverse shifting mechanism are connected by a roller chain I34, for which they are provided at one end with chain wheels I35 and I36 respectively. The ends of each of the shafts 46 and 66 to which the chain wheels I35 and I36 are connected are supported respectively by tubular spigots I38 and I39 formed on cover plates I40 and I4I of the engine frame, as shown in Figs. 2 and'6.

'The roller chain I34 is driven by a sprocket wheel I42, above the chain wheel I35, and secured to the tubular spindle I43 of a worm wheel I44, which has a bearing I 45 in the engine frame.

As shown best in Figs. 6 and 7, above the chain wheel I36 a sprocket I41 has a bearing on a spigot I49 which is eccentrically mounted on a plate I50. The plate I50 has a plurality of circumferentially disposed holes I5I, through any of which it may be secured to the engine frame along with a cover plate I53, by bolts such as I54.

The roller chain I34 passes over the sprocket I41 which, because of the eccentric mounting of its spigot I40 on the plate I50, may be moved by turning of the plate I50 into different positions relatively to the engine frame and the bolts I54, to adjust the tension or take up slack in the chain I34.

The position of the brackets such as 35 and 15 about their pivot pins such as 31 and 11 can be varied within limits by means of adjusting screws such as I56 and I51 through the engine frame (as shown in Fig. 4) to adiust the position of the fulcrum's 33 and 13 of the levers 30, H and 10, H, to compensate for wear of the linings of the synchronizing clutches 20, 25 and I6, 24.

The worm wheel I44 is driven from a reversible electric motor I60, through a reduction gear comprising a pinion I6I, and a gear wheel I62 having a splined coupling with the shaft I63 of a worm I I64, as shown in Fig. 3.

- I, to the propeller shaft 6. Figs. 4 and show the leverssuch as 30, 3|, and 10, H in a corresponding positionj Referring now to Figs. 8 to showing vario positions of the jreverse" drive clutches; in Fig. 8, the shaft 86 has been turned '55? in an anticlockwise directionfrom its position in l. The roller follower 84 of the lever 10 is on the peak of the cam 85, and thereby the lever 10 has been turned about its fulcrum 13, fully engaging the synchronizing clutch members I6 and 24, and transmitting a reverse" drive therethrough to the shaft 6.

In Fig. 9, the shaft 86 has been turned a further 31 (or 86 from neutral), and the .contour of the cam 85 issuch that the synchronizing clutch members I6- and 24 have been released slightly, allowing creeping of 'the dog clutch members I8 and 26 relatively to each other. It will be noted that the gear segment I02 is just about to engage the teeth 68 of the gear sector 81 of the lever 1I.

In Fig. 10 the shaft 86 has been turned a still further 64 (or 150 from neutral); the gear segment I02 has turned the gear sector 91 from a position in which the spring loaded detent I00 engages the depression I65 and the dog clutch I8 and 26 is disengaged, to a position in which the detent I03 engages the depression I06 and the dog clutch I8 and 26 is fully engaged.

The sequence of movement of the "forward drive clutches when moving from neutral" into forward or ahead" position is exactly similar to that just described for the "reverse" drive clutches.

21. Thus the shafts are turned through a total of 300 between fully engaged positions of the clutches for-forward and reverse drive respectively.

It will be observed that the cams and gear. segments are such that through 150 of their rotation in either direction they leave one or the other of the sets of levers 30,- SI and 10, 1I entirelyunaffected. so that throughout the operation of engagement and disengagement of the clutches for forward drive, the reverse clutches remain disengaged, and vice versa.

In order that the shafts 46 and 86 may be turned through the required 150 in either direction from neutral by the motor I60, a suitable control means for the motor I60 is provided. As shown in Figs. 14, 15 and 16, for a shunt wound motor, this consists of a main control switch I65, which is a single pole switch, capable of being closed in three different positions marked N, F, R", to provide current paths tactors I66 and I61 which open switches I68 I and I69 respectively when the forward and reverse" circuits are respectively closed by the switch I65 are provided with multiple contacts for reversing the motor I60 in well known manner.

automatically controlled by suitable timing cams I10, and HI, I12, on a shaft I14, driven atthe same speed as the 'shafts 46 and 86 from a pinion I16 on the tubular spindle I43 of the worm wheel I44 through an idler I11 and a gear wheel I18 on the shaft I14 as shown in Figs. 2 and 3. The timing cams I10, "I" and I12 and their associated-switches are shown diagrammatically in their neutral positionin Figs. 11, 12 and 13.

The timing cam I10 controls limit switches I80 and I8I, which are respectively opened to break the circuit and stop the motor I60 when the shafts 46 and 86, and hence the cam I10, have been turned through 150 from neutral in a forward direction and in a "reverse" direction.

The timing'cams HI and I12, 'c'ontrol, switches I82 and I83 respectively, both of which are open when the shafts 46 and 86, and hence the cams HI and I12, are in ,neutral position. Throughout movement of the shafts 46' and 86, and hence of the cams HI and? I12 from neutral through 150 .in a 'forward" direction and return to neutral, the switch I82 is open and the switch I83 .is closed, and vice versa during movement of the shafts 46 and 86 and hence of the cams HI and I 12 from neutral through 150 in a 7 reverse direction and return to neutral."

in conjunction with a dial I08 shows at all times the position of the cams I10 and "I, I12, and

hence the position of the forward and reverse clutches.

, Movement of the main control switch I65 from neutral to forward position energizes. the circuit of the motor I60 through the limit switch I80, the switch I68, and the magnetic contactor I66. The motor then turns ina forward .directlon, turning the shafts 46-and 86 in a clockwisedlrection (as seen in Figs. 1, 4 and 5), and the cams I10, and HI, I12 in a counter-clockwise dlrection (as seen in Figs. 3 and 11 to 16), through 150 when the forward" drive dog clutch. 22, 211s fully engaged; at this point the limit switch- I is opened by'the cam I10, the circuit is broken and the motor I60 stops.

Movement of the main control switch I65 from forward" to neutral position energizes the circuit of the motor I60 through the switch I83,

limit switch I8I, switch I68 andthe magnetic contactor I61. The motor then turns in a re verse direction, returning the forward drive dog clutch'to a neutral position; at this point the switch I88 is opened by the cam I12, the circuit is broken and the motor I" stops.

The circuits provided by the switch I65 are If the main control switch is moved from forwardflstraight over to reverse the circuit of the motor I60 will be energized through the-limit switch It, switch i68..and the magnetic contactor I61. The motor will turn the shafts 46 and 86 in an anti-clockwise direction (as seen in Figs. 1,4 and 5) and the cams I and ill, I12 in a clockwise direction (as seen in Figs. 3 and 11 to 16) through 300, when the reverse" drive dog clutch I8, 26 is fully engaged; at this point the limit switch I8! is opened by the cam ill], the circuit is broken and the motor I60 stops.

Return to neutral from reverse" is effected through the circuit provided by switch I82, limit switch I80, switch I69, and the magnetic contactor I66.

I claim:

1. In combination, a pair of gear wheels driven freely in opposite directions on ashaft common to both of them, and friction synchronizing and dog clutch means associated with each of said gear wheels and said shaft, constituting forward and reverse drive clutches for driving said shaft alternatively from one or the other of said gear wheels; said forward drive clutches being engaged and disengaged by shift levers with actuating means therefor on a turnable cross shaft 'and said reverse drive clutches being engaged and disengaged by shift levers with actuating means therefor on another turnable cross shaft; chain wheels on the cross shafts and a roller chain connecting the shafts together for like movement; said roller chain being driven by an electric servo motor.

2. The combination according to claim 1 in which the roller chain passes cver a sprocketverse, controls the motor and movement of the clutches thereby into neutral forward and reverse positions; 'the motor being stopped by automatic switch means responsive to the position of the parts, when these positions have been reached. v

4. In a marine propulsion system, in combination, an engine crankshaft rotating only in one direction, a propeller shaft with a propeller, the

axis of the propeller shaft being at right angles to the axis of. the crankshaft, a driving bevel wheel secured to the crankshaft, a pairof driven bevel wheels loose on the propeller shaft and constantly in mesh with the driving bevel wheel and driven in opposite directions thereby, and clutch means for transmitting the drive to the propeller .shaft alternatively from one or" the other of the driven bevel wheels to drive the propeller shaft in forward and reverse directions, there being an axial propulsion thrust in the propeller shaft in one direction or the other accordingly as the propeller shaft is being driven in a forward or reverse direction, the direction of rotation of the engine crankshaft and the helical hand of the propeller being such that in each instance said thrust is opposed by the thrustof the driving bevel wheel on that driven bevel wheel through which the propeller shaft is driven.

5. In combination, a pair of gear wheels driven freely in opposite directions on a shaft common to both of them, friction synchronizing and dog clutch means associated with each of said gear wheels and said shaft, constituting forward and reverse drive clutches for drivi'ng said shaft altemativeiy from one or the other of said gear wheels, shift levers for engaging and disengaging the clutches, and means for actuating said shift levers including a pair of turnable cross shafts, one for each of said forward and reverse drive clutches, each of said shafts being provided with.

a cam for the shift lever of the friction synchronizing clutch and a toothed gear segment for the shift lever of the dog clutch, said shift levers, cams and toothed gear segments being such that throughout the operation of engagement and disengagement of said forward drive clutches the reverse drive clutches remain disengaged, and

vice-versa.

. EDWARD V. RIPPINGILLE. 

